DE102022004520A1 - Device for setting an operating mode for automated driving - Google Patents

Abstract

The invention relates to a device (20) for setting an operating mode for automated driving in a motor vehicle (1), with an actuating element (21) for selecting different operating modes with different levels of automation. The device (20) according to the invention is characterized in that the actuating element (21) is designed so that different available operating modes can be explicitly selected.

Description

The invention relates to a device for setting an operating mode for automated driving in a motor vehicle, according to the type defined in more detail in the preamble of claim 1.

• Level 0: keine Automation; der Fahrer ist für alle Vorgänge zuständig und verantwortlich.
• Level 1: Assistenzsysteme; z.B. mittels einer automatisch adaptiven Geschwindigkeitsregelung, der Fahrer hat die volle Verantwortung und muss immer am Lenkrad sein.
• Level 2: Teilautomatisierung; das Fahrzeug kann selbststätig Lenken, Bremsen und Beschleunigen, jedoch kann und muss Fahrer nach vorgesehener Zeit Hände wieder an Lenkrad haben, ansonsten wird nach nicht nachgekommener Aufforderung Nothalt eingeleitet. Der Fahrer hat die volle Verantwortung. Diese Stufe wird auch als Hands-Off Betrieb bezeichnet.
• Level 3 bedingte Automatisierung; der Fahrer kann Nebentätigkeiten ausführen, er muss jedoch kurzfristig die Kontrolle übernehmen können, ansonsten wird nach nicht nachgekommener Aufforderung ein Nothalt des Fahrzeugs eingeleitet. Die Verantwortung in dieser Phase liegt beim Hersteller.
• Level 4 Hochautomatisierung; Das Fahrzeug fährt im gesamten Betrieb vollautonom, vorgesehen ist es hierbei die Bedienelemente, wie Lenkrad und Pedale, wegzufahren und dem Fahrer damit mehr Bewegungsraum zu geben. Im Fehlerfall kann der Fahrer daher nicht übernehmen. Es kommt somit im Fehlerfall nur ein Nothalt kommt in Frage.
• Level 5 Vollautomatisierung; autonomes Fahren ohne menschliche Beteiligung. Dies ist für die hier vorliegende Sache nicht weiter interessant und ist nur der Vollständigkeit halber genannt.

Automated driving typically involves different operating modes for automated driving, which are possible depending on the respective driving situation. The individual operating modes, which are also referred to as stages or levels, are typically based on SAE J 3016, e.g. in the current version dated April 30, 2021. The levels 0 to 5 defined therein can be classified as follows:

• Level 0: no automation; the driver is responsible for all processes.
• Level 1: Assistance systems; e.g. by means of automatic adaptive cruise control, the driver has full responsibility and must always be at the steering wheel.
• Level 2: Partial automation; the vehicle can steer, brake and accelerate independently, but the driver can and must have his hands back on the steering wheel after a set time, otherwise an emergency stop will be initiated if the request is not complied with. The driver has full responsibility. This level is also known as hands-off operation.
• Level 3 conditional automation; the driver can perform secondary tasks, but must be able to take control at short notice, otherwise an emergency stop of the vehicle will be initiated if the request is not complied with. The responsibility in this phase lies with the manufacturer.
• Level 4 high automation; The vehicle is fully autonomous throughout the entire operation, the aim is to move the controls such as the steering wheel and pedals away and thus give the driver more room to move. In the event of a fault, the driver cannot take over. In the event of a fault, only an emergency stop is possible.
• Level 5 full automation; autonomous driving without human involvement. This is not of any interest for the present case and is only mentioned for the sake of completeness.

In some vehicles or automation concepts, other different configurations are also used within the levels according to SAE. These are then referred to as Level 3+ or Level 3 improved, for example in Level 3. In this case, automation can be implemented according to Level 4, but without moving the control elements, so that, similar to Level 3, the driver can briefly take over control when requested.

From the EN 10 2017 208 506 A1 A device for setting an operating mode for automated driving is known, which has an actuating element for selecting different levels of automation. After detecting the actuation of the operating element, the highest possible operating mode is selected.

In practice, the basic setting of the highest possible available operating mode represents a disadvantage for the person using the vehicle, also referred to below as the driver, in certain operating situations. For example, driving in level 4 may not be desirable at all if the driver is prepared to take control in an emergency in order to prevent emergency braking. However, the state-of-the-art system does not offer the driver this option of not fully utilizing the available range at his own discretion.

The object of the present invention is therefore to provide an improved device for setting an operating mode for automated driving in a motor vehicle, which allows a person driving the vehicle greater flexibility.

According to the invention, this object is achieved by a device having the features in claim 1, and here in particular in the characterizing part of claim 1. Advantageous embodiments and further developments of the device according to the invention emerge from the subclaims dependent on this claim.

In the device according to the invention, an actuating element for selecting different automation levels is provided, similar to the prior art. According to the invention, the actuating element is designed so that different available operating modes can be explicitly selected. are. The actuating element therefore essentially comprises two functionalities. On the one hand, different operating modes can be explicitly selected, which means that operating modes in stages or levels below the maximum available level can also be selected. This increases flexibility for the driver. Furthermore, those operating modes that are not currently available are blocked accordingly, so that no selection can be made here, so that the driver is clearly signaled that the motor vehicle cannot currently be operated in this operating mode desired by the driver because, for example, the corresponding boundary conditions, be it with regard to the environment, the sensors, the environmental influences or the like, are not met.

The device according to the invention thus enables a very flexible setting of the individual operating modes via the actuating element and at the same time ensures safe operation as well as good feedback on the availability of the currently available automation levels and thus the operating modes.

According to an extremely advantageous development of the device according to the invention, the actuating element itself can be designed as a switch, e.g. as a rotary or slide switch. Such a design in the form of a switch, a rotary switch, which could also be referred to as a rotary knob or rotary control, or a slide switch is extremely simple and efficient. A mechanical design can be implemented inexpensively and yet reliably and is perceived by many people as more reliable than an electronic implementation, so that this particularly advantageous design of the device according to the invention also contributes to the acceptance of automated driving.

In addition or as an alternative to this, the actuating element can be designed as a touch-sensitive surface or have one. Such a touch-sensitive surface offers the advantage of very high flexibility. For example, this surface can be used for different functions, for example to take on different functionalities when the vehicle is stationary than during operation, during which it then serves as an actuating element for selecting different automation levels.

It is particularly advantageous in this case, and according to a very advantageous development of the device according to the invention it is also provided if the unavailable operating modes are blocked in the actuating element by means of a lock. Such a lock can be implemented in different ways depending on the design of the actuating element. For example, when designed as a rotary or slide switch, a mechanical lock can be used which actively prevents the rotary knob or slide control from being moved to the position of one of the locked operating modes. When designed as a touch-sensitive surface, a movement of, for example, a displayed element to the position of a locked operating mode cannot be implemented. However, additional haptic feedback, e.g. in the form of vibration, is possible to draw attention to the locked movement.

In this context, according to an advantageous embodiment, it can be provided that an actuator is present which is designed to generate a first haptic feedback when an actuation or application of force occurs in the direction of an unavailable operating mode. This can thus create a type of lock or at least the force required to operate the actuating element in the direction of such an operating mode can be increased accordingly in order to indicate to the person operating the actuating element that switching to a locked operating mode is to take place here, for example an automation level that is currently unavailable due to various boundary conditions.

Such haptic feedback on user-sensitive surfaces, which can also be implemented as user-sensitive display elements, is known from the state of the art. Typically, ultrasonic vibrations or similar are used to influence the resistance of the friction between a finger activating the control surface and the control surface itself, for example in order to implement locking positions for a slide or rotary control or a lock in the sense described above.

In addition or as an alternative to this, according to a very advantageous development, at least one actuator can be provided which is designed to generate a second haptic feedback when the actuating element is adjusted to the position of an available operating mode. The first haptic feedback in the sense described above should therefore indicate the adjustment to an unavailable operating mode. mode. The second haptic feedback, on the other hand, which can be generated by an alternative or, in principle, by the same actuator if both are to be provided, should be designed in such a way that it generates feedback to also report haptically that the actuating element has been adjusted to the position of an available operating mode. This can therefore be, for example, a mechanical or virtual locking in the corresponding position or a corresponding counterforce between two positions, which then enables simple positioning in the respective position by reducing the actuating force, ultimately implementing the "locking" as a type of fade-in.

A very favorable development of the device according to the invention provides a sensor system, or in addition or as an alternative to this comprises an interface to an already existing sensor system of the vehicle, wherein the sensor system, in particular through the interaction of various sensors, is set up to detect predetermined conditions for at least one of the operating modes. Such predetermined conditions can be, for example, for the operating mode Level 3 improved, Level 3, Level 2 or Level 1, that on the one hand the control elements are in the intended position and on the other hand that the person driving the vehicle is in their driving position, i.e. is able to quickly take control of the vehicle if necessary due to their positioning. This plays a decisive role in particular when changing from operation at Level 4 to operation at a lower level. It is therefore important and particularly favorable and advantageous if the device according to the invention is able to check these conditions using its own sensor system or data received from an external sensor system.

According to an extremely advantageous further development of this, it can now be provided that the actuating element is set up to only make an operating mode that is unavailable but desired by the person driving the vehicle available for a pre-selection and to trigger an activation signal for this operating mode when the conditions are met. If a person wants to change to such an unavailable operating mode, the sensors or the interface to an external sensor can be used to check whether the specified conditions are met. In the example already mentioned above, in which a change from level 4 to level 3 is desired, for example, these conditions would affect the position of the person driving the vehicle and the operating elements. Such conditions could also exist for other changes, for example from level 3 to level 4, such as the availability of environmental sensors or the range of the environmental sensors, which could be limited by traffic construction measures, environmental conditions or the like. In any case, with this design of the device, this desired operating mode is not available and is only made available depending on whether the conditions are met or not. As long as the conditions are not met, it would be a locked and unavailable operating mode that cannot be selected in the operating element. The operating element therefore does not give the person driving the vehicle the option of changing to this operating mode as long as the corresponding conditions are not met. This can be implemented, for example, by the first haptic feedback and/or a corresponding lock.

An alternative design can also provide that the actuating element can be switched to the unavailable desired operating mode, i.e. this is basically made available and not blocked. However, the activation signal to actually change the operating mode would then only be triggered when the conditions are met. The person driving the vehicle could therefore already set the desired operating mode in the form of a pre-selection, but this would then only be activated when the corresponding conditions are met.

As a further development of the first described variant, according to an advantageous embodiment, it would also be conceivable to be able to move the actuating element in the direction of the unavailable desired operating mode. The actuating element could therefore be moved from the last available operating mode in the direction of the desired operating mode, which is currently blocked due to the conditions not being met. The movement would not be complete, however, but would end in an intermediate position, so that the person driving the vehicle could clearly see more clearly than in the last embodiment described above that the desired operating mode has only been preselected but not yet activated. As soon as the conditions are then met, an automatic adjustment to the desired operating mode could take place together with a triggering of the activation signal, so that it is very clearly recognizable that a preselection made has actually been activated after the conditions are met.

According to a very favorable embodiment, the device itself can provide at least one display element for visualizing the active operating mode, whereby this display element can also be present multiple times and can display the visualization, for example, in the area of the actuating element, but also in a menu, a head-up display or similar. In particular, when the actuating element is designed as a touch-sensitive surface, a combination with the display element can take place, so that the actuating element can be implemented as a touch display for the joint design of the actuating element on the one hand and the display element on the other.

A very advantageous design of such a display element is that it is set up to visualize different names and/or symbols for the respective operating mode. Such visualization of different names and/or symbols can be done according to different criteria, for example the selection can be made according to local specifications or can be individually set according to user specifications. The display itself can be very systematic, for example by showing the levels 0 to 4 described above according to SAE, for example L0, L1, L2, L3, L3 improved and L4. Alternatively, system names could be used such as Autopilot, Drive Pilot plus, Drive Pilot, Distronic Plus, Cruise Control and Off in the reverse order to the above list. Alternatively, the responsibilities can also be formulated by calling level L4 positively "sleep" or negatively "no responsibility". For Level L3 improved, this would be, for example, "Relaxed Position" or "Availability", for Level L3 "You can take your eyes off the road", "Availability in driving position", for Level L2 "Hands off the steering wheel", "Monitoring" and for Level L1, "Monitoring and steering" or "Foot off the pedals". For Level L0, "Full responsibility" would then be a conceivable example. However, symbols could also be used instead of writing to enable a uniform representation across language barriers.

In addition to such designations, the display element can also be used to show the availability of the individual levels, for example in a type of traffic light system, in which green indicates the available operating modes and red the unavailable operating modes. The activated available operating modes could then be shown in another color, for example in blue or in a constant green light, if the only available operating modes that are not yet activated were marked with a flashing green light. Yellow light could always be used when the end of mastery of the level of automation has been reached. This can be the case, for example, due to corresponding environmental conditions, weather conditions or the like, or because certain regional conditions exist which, for example, do not allow automated driving with the currently selected operating mode in certain areas.

Such a visualization can be used, for example, in the area of the operating element, but also in addition or as an alternative to this in the area of a virtual representation of the operating element or a different representation of the selected operating modes. A person using the vehicle can therefore quickly recognize from this representation whether and, if so, to what extent they need to take action themselves, or at least be prepared to do so.

Further advantageous embodiments of the device according to the invention also emerge from the embodiments which are described in more detail below with reference to the figures.

• 1 eine schematische Innenansicht eines Fahrzeugs mit möglichen Orten zum Einsatz der erfindungsgemäßen Vorrichtung;
• 2 eine erfindungsgemäße Vorrichtung am Beispiel eines mechanischen oder virtuellen Schiebestellers als Betätigungselement;
• 3 eine schematische Darstellung eines ersten haptischen Feedbacks bei einer Vorrichtung gemäß der Erfindung;
• 4 eine schematische Darstellung des ersten haptischen Feedbacks in einer Alternativen Variante;
• 5 eine schematische Darstellung eines zweiten haptischen Feedbacks bei einer Vorrichtung gemäß der Erfindung; und
• 6 eine schematische Darstellung eines weiteren haptischen Feedbacks bei einer Vorrichtung gemäß der Erfindung.

Showing:

• 1 a schematic interior view of a vehicle with possible locations for use of the device according to the invention;
• 2 a device according to the invention using the example of a mechanical or virtual slide actuator as an actuating element;
• 3 a schematic representation of a first haptic feedback in a device according to the invention;
• 4 a schematic representation of the first haptic feedback in an alternative variant;
• 5 a schematic representation of a second haptic feedback in a device according to the invention; and
• 6 a schematic representation of a further haptic feedback in a device according to the invention.

In the presentation of the 1 the schematically indicated interior of a motor vehicle 1 can be seen. The viewing position is directed approximately from above a headrest of a driver's seat 2 in the direction of a steering wheel 3. Rear-view mirrors 4, a windshield 5 and two side windows 6 are schematically indicated. To the right of the driver's seat 2 there is a center console 7 and a passenger seat 8. In the area of the front dashboard, a large display 9 can be seen, which also includes a central display area 10, which can be seen through the steering wheel 3. Armrests 12 are schematically indicated in the area of the side doors 11. In addition to the steering wheel 3, two pedals designated 13 for accelerating and braking the vehicle are used as control elements for operating the vehicle 1. These are referred to below as control elements 3, 13, although other control elements such as switches or the like may also be present. In addition to a display of certain content on the display 9, for example in the central area 10, a display can also be made in the area of the windshield 5 by means of a so-called head-up display. Purely as an example, such a display 14 is indicated in the area of the windshield 5.

The vehicle 1 should now be able to drive in various operating modes with different levels of automation (partially) automatically. In order to be able to set the desired operating mode, a device 20 for setting the operating mode for the automated driving of the motor vehicle 1 is present. This can be arranged at various locations within the vehicle 1 and can be designed, for example, as a touch-sensitive surface, as a slide switch, rotary switch or the like. Purely by way of example, the illustration of the 1 four suitable locations are indicated. One in the area of the center console 7, one in the area of the display 9, one in the area of a crossbar of the steering wheel 3 and one in the area of the armrest 12 adjacent to the driver's seat 2. These devices 20 shown at the four exemplary positions mentioned can include the mentioned actuating elements. The functionality will be explained below purely by way of example using a virtual or mechanical slide actuator 21.

In the presentation of the 2 an example top view of a device 20 with a slide actuator as an actuating element 21 can be seen. A slide 22 is in a position designated L3, which is based, for example, on level 3 of the designations for automated driving according to SAE. Below this are the operating modes L2, L1 and L0, above this an operating mode L3 improved, which is designated here as L3+, and the operating mode L4 for highly automated driving, in which the person driving the vehicle 1 can relax and devote themselves to other activities, for example reading a book or the like.

The actuating element 21 of the device 20 is now designed in such a way that the various available operating modes can be explicitly selected, so that the person driving the vehicle 2 enjoys a high degree of flexibility in selecting the available operating modes. The unavailable operating modes are ideally designed via a mechanical lock and/or haptic feedback by an actuator 25 on a touch-sensitive surface element used as the actuating element 21 so that they cannot be selected. A virtual slider 22 can therefore not be moved or can only be moved with great difficulty in the direction of the unavailable and thus locked operating modes. In addition to this or in principle also as an alternative to this, a first display element is provided as a status display 23 in the device 20, which is symbolized here by five individual points for a kind of "traffic light display". In particular, when the actuating element 21 is designed as a touch-sensitive surface, all of this can be implemented accordingly in a touchscreen, for example on the 1 shown position 20 within the display 9.

The representation of the individual operating modes is comparatively "sober" in the embodiment shown, in that the corresponding levels according to SAE are shown together with the L3+ designation with this very designation. In addition, other designations are of course also conceivable, which may be easier for the person using the vehicle 1 to understand and can be implemented with corresponding names or a positive or negative formulation of responsibility. This has already been described in detail above. Of course, symbols can also be used in order to be able to represent the individual operating modes in the same way across a larger vehicle fleet, regardless of the national language. In particular, when using a further display element as a label display 24 to display the designations, for example a touchscreen to form the entire device 20, it is also possible to make a preselection by which the To enable the person using Vehicle 1 to set the type of representation that is most understandable to him, for example a positive formulation of responsibilities.

The status display 23 then essentially serves, as already mentioned above, to indicate, for example, by means of the colors of individual light points, whether the corresponding mode is currently blocked or available. In addition to the representation using colors, a representation using symbols could also be implemented here, for example a check mark for an available operating mode and an X for an unavailable operating mode. The following examples, however, are based on a colored representation, whereby the color red, i.e. the unavailability of the corresponding operating modes, is to be represented by hatching running from bottom left to top right, and the opposite case, green for an available operating mode, is to be represented by hatching running from top left to bottom right. In addition, already activated available operating modes can be shown, as in the representation of the 2 the operating modes L1, L2 and L3, for example, can be represented with another color, for example blue, which is indicated here by cross-hatching. If the slider 22 in the representation of the 2 from the currently activated available automation level L3 to the higher operating mode, i.e. the automation level L3+, the color here would change from green to blue.

In order to fully reflect the image of the traffic light display, a color yellow can also be provided, which in the display of the 2 is not explicitly shown, but will appear in later figures, where it is indicated by vertical hatching running from top to bottom. This yellow color would indicate a state of the corresponding operating mode, in particular an engaged operating mode, in which the end of mastery of the level of automation is recognizable. In English, this is also referred to as the Operational Design Domain (ODD), in this case "End of ODD". This means that, for example, due to environmental influences, geographical conditions, structural conditions or corresponding regulations, a current operating mode can no longer be maintained for long, so that it must be switched from this to a typically lower operating mode in a timely manner.

In the presentation of the 3 In two partial figures a) and b), a first haptic feedback by means of the device 20 is shown as an example. 3a) explains the situation. Vehicle 1 is currently in the operating mode that includes automation level L2, which is available and activated accordingly, i.e. is shown in blue or with cross-hatching in status display 23. Of course, the underlying operating mode with automation level L1 is also available and activated accordingly. This applies anyway to the operating mode that includes automation level L0, i.e. no automation, so that a display element in status display 23 can be dispensed with entirely here. The higher operating modes, which include automation levels L3, L3+, L4, are not available and are therefore shown as locked in status display 23 with red color, i.e. here with hatching from bottom left to top right.

In the partial illustration b), a hand, designated 26, of a person using the vehicle 1 can be seen, who wants to switch to operating mode L3. This is locked, for example because the required sensor range cannot be achieved under the given conditions. If the person still tries to move the slider 22 upwards with their hand 26, as shown by the arrow in the hand, the actuator 25 generates a counterforce designated F, which prevents this movement or at least makes it difficult to such an extent that the person notices that this operating mode is locked, which they may not have noticed until now due to ignoring the status display 23. At the very least, the counterforce will cause them to look in the direction of the device 20 so that they can recognize this. This means that, without the need for mechanical locking elements, the unavailable operating modes can actually be locked using the first haptic feedback. In addition, an additional display of the status would also be possible, e.g. in the head-up display 14; in particular, this display could be triggered indirectly by a signal for activating the counterforce.

In the presentation of the 4 Another variant of this first haptic feedback, i.e. a blocking of an unavailable operating mode, is shown. In the three sub-figures a), b) and c) of the 4 The different temporally successive states can be recognized. In the 4a) is the initial state. Vehicle 1 is currently in operating mode L3+, which allows the person driving vehicle 1 to lean back and take a relaxed position and in which they do not have to be prepared to take control of the vehicle for a short time. The operating mode L4 is blocked here, i.e. marked by the red status display (hatching from bottom left to top right). For the operating modes L3+ and L3, the end of the control of the level of automation has now come, be it due to external conditions, a reduced sensor range or similar. Accordingly, these two operating modes are marked with the color yellow mentioned above, i.e. a hatching vertically from top to bottom. The two underlying operating modes L1 and L2 are activated and available accordingly, as indicated by the color blue, i.e. the cross-hatching.

The person driving the vehicle now notices this and wants to adjust the slider 22 in the direction of these activated and available operating modes L1 and L2, which is again indicated in partial illustration b) by the hand 26 with the downward-pointing arrow. However, this operating mode L2, which corresponds to the automation level of partial automation in the sense explained at the beginning, places certain conditions on the situation and in particular on the person driving vehicle 1. For example, after a set time, the person must have their hands back on the steering wheel and must also be able to comply with any other request to take over the vehicle. In this situation, they have full responsibility, even if they can take their hands off the steering wheel for a short time. However, in the current operating mode L3+, they are not in a suitable position for this because, for example, the seat is adjusted to a relaxed position and they cannot reach the steering wheel with their hands or cannot reach it safely enough. This means that they do not meet the corresponding conditions for switching to this operating mode L2. An adjustment of the slide 22 in this operating mode L2 is accordingly blocked or made more difficult in the above-mentioned sense by the actuator 25 applying a counterforce F. This is here in comparison to 3 directed in the other direction, since the hand 26 should also move in the other direction than in the previously described embodiment.

This lock is only released when the corresponding conditions are met, i.e. the person has, for example, sat down and moved into a position suitable for driving the vehicle 1. If these conditions, which the vehicle 1 can detect via corresponding sensors such as position sensors of the seat, an interior camera or the like, are met, then the change to operating mode L2 is released accordingly and the slider 22 can be adjusted, which is shown in the partial illustration c) of the 4 is indicated accordingly.

An alternative second haptic feedback explains the schematic representation in 5 Here again, three partial representations a), b) and c) can be seen. The partial representation in 5a) describes the underlying situation. Vehicle 1 is moving in operating mode L2, which is active and available, as is the underlying operating mode L1. Both are shown in blue in the status display 23, i.e. cross-hatched here. The two operating modes above, L3 and L3+, are also available and are shown in green, i.e. hatched from top left to bottom right. Only operating mode L4 is not available and is shown in red, i.e. hatched from bottom left to top right. A person driving vehicle 1 now wants to switch to operating mode L3, and quite deliberately not to operating mode L3+. To do this, their hand 26 touches the slider 22 and pushes it, as shown by the arrow in hand 26, from its position in operating mode L2, shown in dashed lines in partial illustration b), to the desired position in operating mode L3, also shown in dashed lines. During this change to an unlocked operating mode, the actuator 25 generates a small counterforce F, which is significantly lower than the counterforce F in the previously described figures. This counterforce F represents only a small resistance, which then enables the slider 22 to lock into its final position in operating mode L3, as can be seen in partial illustration c). The second haptic feedback therefore does not serve as a lock or warning, but as a haptic confirmation of the change. This confirmation can also be supported by the status display 23, for example by the light element corresponding to operating mode L3 flashing briefly in partial illustration b) before it then changes its color to blue in partial illustration c) to indicate that operating mode L3 is activated. Nevertheless, operating mode L3+ remains available, but should not be explicitly selected at the request of the person.

Another possibility for haptic feedback is in 6 indicated. Here, the operating modes L1 up to and including L3+ should be available and active, vehicle 1 is currently in operating mode L4, i.e. the highest available automation level. However, the status display 23 shows that the end of mastery of this level of automation, which is the basis of operating mode L4, is imminent, and is therefore yellow, marked here with vertical hatching. All other operating modes are available and active, i.e. blue, i.e. marked with cross-hatching. The person driving the vehicle can now take note of this accordingly and, as shown in partial illustration b), can tap the slide 22 with an upward movement, i.e. actually in the wrong direction. The actuator 25 counteracts this with a resistance force F because the slide 22 has reached the edge of its actuation possibility. In the current situation, however, this can now be interpreted as active confirmation of the planned change from operating mode L4 to operating mode L3+, so that after this confirmation, the slide 22 can be adjusted independently via the hand 26 of the person driving the vehicle 1. This can be seen in partial illustration c), in which the slide is automatically adjusted back to operating mode L3+, as indicated by the arrow in the slide, while operating mode L4 changes to the locked mode after the end of mastery of the level of automation and the status display 23 changes accordingly to red, i.e. here a hatching from bottom left to top right.

With a virtual slider 22, this can be easily implemented by appropriate programming and, if necessary, supported with regard to perceptibility by haptic signals from the actuator 25. With a mechanical slider as the actuating element 21, however, a separate actuator would be necessary for the automatic movement of the slider 22.

Such automatic/automated tracking of the slide 22 would also be possible, for example, in the case of the 4 This is possible in the case described, namely that the slide 22 is adjusted to an intermediate position in the direction of the desired new operating mode and only when the conditions are met does the further adjustment to this operating mode take place automatically. As explained at the beginning, this can represent a type of pre-selection and can be made particularly easy to recognize visually.

In addition to the status display 23 and the label display 24, part of the displays or even an overall display can of course also be implemented elsewhere. If the device 20 is implemented with a mechanical slider 21, for example, then the same or at least the status could also be displayed in the area of the head-up display 14 or the central area 10 of the display 9.

Finally, a table will explain three different options for implementing the behavior of the slider 22 in the control element 21, in this case the slide actuator. Of course, these can also be transferred to a rotary actuator, both in a mechanical design and in a virtual design, which can always be implemented in such a way that it largely reflects the functionality of its mechanical counterpart.

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely to provide the reader with better information. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• DE 102017208506 A1 [0004]

Claims (13)

Device (20) for setting an operating mode for automated driving in a motor vehicle (1), with an actuating element (21) for selecting different operating modes with different levels of automation, characterized in that the actuating element (21) is designed so that different available operating modes can be explicitly selected. Device (20) according to Claim 1 , characterized in that the actuating element (21) is designed as a switch or as a rotary or sliding switch. Device (20) according to Claim 1 or 2 , characterized in that the actuating element (21) has a touch-sensitive surface or is designed as such. Device (20) according to Claim 1 , 2 or 3 , characterized in that unavailable operating modes are blocked by means of a lock. Device (20) according to one of the Claims 1 until 4 , characterized in that at least one actuator (25) is provided which is designed to generate a first haptic feedback when an actuation or an application of force occurs in the direction of an unavailable operating mode. Device (20) according to one of the Claims 1 until 5 , characterized in that at least one actuator (25) is provided which is adapted to generate a second haptic feedback when the actuating element is adjusted to the position of an available operating mode. Device (20) according to one of the Claims 1 until 6 , characterized in that a sensor system is provided and/or an interface to a sensor system is formed, wherein the sensor system is designed to detect predetermined conditions for at least one of the operating modes. Device (20) according to Claim 7 , characterized in that the actuating element is designed to make a desired operating mode which is unavailable and linked to predetermined conditions available with regard to a preselection only then and to trigger an activation signal for this operating mode when the conditions are met. Device (20) according to Claim 8 , characterized in that the actuating element is designed to enable an adjustment from the last available operating mode towards an unavailable desired operating mode, wherein an automatic adjustment to the desired operating mode and the triggering of the activation signal take place as soon as the conditions are met. Device (20) according to Claim 7 , characterized in that the actuating element is designed to make a desired operating mode which is unavailable and linked to predetermined conditions available with regard to a preselection, but to only trigger the activation signal when the conditions are met. Device (20) according to one of the Claims 1 until 10 , characterized in that at least one display element (23, 24, 14, 9) is provided for visualizing the currently active operating mode. Device (20) according to Claim 11 , characterized in that the display element (23, 24, 14, 9) is designed to visualize different designations and/or symbols for the respective operating mode depending on the user specifications. Device (20) according to Claim 11 or 12 , characterized in that the display element (23, 24, 14,9) is designed to visualize available and unavailable operating modes as well as the end of mastery of the degree of automation.

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